Transmission



June 29, 1937 T. M. MUELLER TRANSMISSION Filed March 16, 1936 2Sheets-Sheet l v INVENTOR.

June 29, -1937.

T. MUELLER TRANSMI S S ION Filed March 16, 1936 2 Sheets-Sheet 2INVENTOiZ.

ATTORNEY.

Patented ,June 29,. 1937 UNITED, STATES PATENT' OFFICE TRANSDHSSIONTheodore M. Mueller, Pontiac, Mich. Application .March 16, 1936, SerialNo. 69,002

13 Claims.

[ provements are, first, to provide a transmission device in whichchanges of speeds are accom-.

plished automatically in accordance with the amount of torque resistanceimposed thereon;

second, to provide a transmission having a revolvably mountedcountershaft carrier with means whereby the reactionary forces of thetransmission are utilized to be fed or passed back to a drive shaft ofthe transmission to prevent the rollably mounted countershaft carrierfrom running backwards; third, to provide a transmission in whichreactionary forces developed in the transmission are fed or passed backin the drive shaft of the transmission in varying amounts in accordancewith increased torque reactions on the transmission; fourth, to providea 20 transmission in which reactionary forces developed in thetransmission are fed or passed back'into a drive shaft through *aplurality of driving means; fifth, to provide a transmission withfrictional means for i-nversing reactionary forces tending to operatethe'transmission in one direction to resist operation of thetransmission insai'd one direction; sixth, to provide-atransmissionhavinga frictional clutch mechanism with gear mechanismadapted to generate, in 30 their meshing engagement, thrust reactionsfor causing the frictional clutch mechanism to en- 'gage with increasedpressures; seventh, to provide a transmission having a clutch mechanismactuated to increased engagement pressures by spiral gear mechanism;eighth, to provide a transmission having' a clutch mechanism actuated toincreased engagement pressures by a gear mechanism comprising a dogclutch; ninth, to provide a transmission having a drive shaft fordriving a clutch mechanism together with a countershaft gear mechanismoperatively connected with the clutch" mechanism by a gear trainhavingan overdrive ratio; tenth, to pro-.

vide a transmission having a countershaft gear 45 mechanism rotatablymounted to move around the axis of the drive, shaft and adapted to be.

driven through a clutch mechanism in high speed operation; eleventh, toprovide a transmission having a eountershaft gear mechanism. rotatably50 mounted to move around the axis of a ,drive shaft and adapted to bedriven through a gear" by the drive shaft through either or both of africtional clutch mechanism or a gear train; thirteenth, to provide atransmission in which changes of speed are accomplished automatically inaccordance with the amount of torque resistance imposed thereon withmeans for locking the transmission against free wheeling when oper'ating in reverse; and fourteenth, to provide a transmission having afeed back between driven and drive shafts to accomplish inverse torque10 variation.

I attain these objects by the mecha'nism illustrated in the accompanyingdrawings, in

. which:- Figure 1 is a vertical section of the transmission devicetaken along its longitudinal center or axis and disclosed as anautomatic torque converter associated with an electric power unit; Fig.

2, a section of the transmission device in association with a clutch.housing of an automotive vehicle, said sectional view being taken on theline 22, Fig. 3; Fig. 3, an end view of the trans-. mission mechanismdisclosed in Fig. 2-; Fig. 4, a sectional view of the transmissionmechanism disclosed in Fig. 2 and taken on the line 44, Fig. 2; Fig. 5,a partial sectional view of the transmission device disclosed in Fig.2,said partial sectional view being taken on'the line 5-5, Fig.

2; and Fig. 6, a partial side and sectional view of a dog or toothclutch drive mechanism of the transmission. f

Figure 1 discloses my transmission mechanism or assembly B for use withelectrical or similar power units which may be utilized in industrialinstallations such as drill presses, tapping, and

' similar machines, my invention being adapted for use in suchinstallations without the necessity of using switch mechanisms tocontrol the operating speed of the mechanism to adapt it for varyingamounts of delivered torque in accordance 40 with' varying amounts ofwork or torque resistance to be overcome.

The housing I is provided with the boss I having a. bore 3 in which ismounted the bearing assembly 4, the inner race of the bearingassemblybeing suitably mounted on and secured to the drive shaft 5 which isadapted for operative connection with an electric motor or similar powerunit. The boss 2 may be provided with the threads 3 or similar serratedsurfaces through which the drive shaft 5 extends, the threads 6 orsimilar serrated surfaces being arranged helically around I the driveshaft-l to act in association therewith as means ,for preventing theescape. of lubricant 5s around the drive shaft 5 from the chamber l ofthe housing 8 which encloses the transmission.

which engages with and drives the gears l4 of the pair or more ofcountershaft gears A which are radially disposed in the transmissionassembly B to provide a balanced design and to eliminate any unbalancedforces within the transmission mechanism, one only of the countershaftgears A being disclosed in Fig. 1, it being understood, however, thatany number of countershaft gears A may be utilized in a manner asindicated in Figs.

4 and 5 relating to the transmission assembly C hereinafter more fullydescribed.

The countershaft gears A are rotatably supported by the bushings l6 onthe countershafts H which are rigidly supported in the bosses i8 and I3of the countershaft carrier or housing 26, the countershaft I! beingretained against turning by the pins 2| extending through the bosses i8.

The housing 8 is provided with the boss 22 having the bore 23 in whichis fixedly mounted the outer race of the bearing assembly 24, thebearing assembly 24 having its inner race fixedly secured on thecylindrical portion 25 of the driven shaft 26, the cylindrical portion25 extending through the threads or serrated portion 21 of the bosses 22to retain and prevent lubricant from escape out of the chamber 1 andaround the cylindrical portion 25 of the driven shaft 26 .in a mannersimilar to that described relative to the serrated or threaded portion 6of the boss 2 of the housing I.

The driven shaft 26 is provided with the cylindrical portion 28 togetherwith the threaded end 23 which thus adapts the driven shaft 25 to besecured to and to support any suitable mechanism to be driven by thetransmission assembly B such as chucks, collets and similar units forholding and driving drills, reamers, taps and similar tools in machiningand similar operations, said chucks, collets or similar mechanisms notbeing disclosed as these may be of conventional construction.

Thedriven shaft 26 is provided with the extension or pilot Journal 36which is rotatably mounted in and supported by the bushing 3| whichforms a bearing therefor, the bushing 3| being suitably.

retained in the bore 32 at the rear end of the drive shaft 5.

The driven shaft 26 is retained longitudinally by the collar 33 whichabuts the front side of the bearing assembly 24, the collar 33 furthersupport the gear 38 thereon and to insure a driving' engagement betweenthe gear 38 and the driven shaft 26.

The thrust washer 33 is interposed between the rear surface of the gearl3 and the front surface of the gear 38 to further space the drive shaft5 and the driven shaft 26 longitudinally and to provide a wear memberbetween the surfaces of the gears l3 and 38.

Also the thrust washer 48 is interposed between the rear face of thegear 38 and thefront surface of the bearing assembly 35 to furtherretain and position the driven shaft 26.

The countershaft gears A are each provided with the gears 4| whichengage with and are adapted to drive the gear 38.

It is now to be noted that the countershaft carrier 20' is furtherprovided with the boss 42 at its forward side, the boss 42 beingprovided with a bore 43 in which is fixedly secured the bushing 44 Theclutch gear 41 is provided with a bore in which is fixedly retained andassembled the bushing 50 which forms a bearing on the drive shaft 5, theclutch gear 41 thus being rotatab y mounted on the drive shaft 5.

The clutch gear 41 is provided with the shoulder portion 5| forretaining the rollers 45 longitudinally in one direction, the clutchgear 41 being further provided with the flange 52 which is provided withthe plurality of bores 53 therethro'ugh, one only of said bores beingdisclosed in Fig. 1.

It is now to be noted that the countershaft carrier is rotatablysupported at its front side by the rollers 45 which in turn aresupported by the clutch gear 41 which is rotatably mounted on the driveshaft 5. I

Also the rear end of the countershaft carrier 20 is rotatably supportedby the bearing assembly 35 which in turn is supported on the drivenshaft 26 which is rotatably supported at its rear portion in the bearingassembly 24, the pilot journal 30 of the driven shaft 26 being furtherrotatably supported in the rear portion of the drive shaft 5, the driveshaft 5 being thus further supported atits rear portion in alignmentwith the driven shaft 26.

The drive shaft 5 is further provided with the splined portion 54 onwhich is mounted a clutch member 55 which is provided with a hub portion56 having splines similar to and for engaging the splined portion 54 ofthe drive shaft 5, thus insuring that the clutch member 55 will befixedly retained on and driven by the drive shaft 5.

The hub portion 56 of the clutch member 55 is located longitudinally byengaging the rear surface of the bearing assembly 4 and by a suitableshoulder portion at the rear end of the splined portion 54 on the driveshaft 5.

The flange 52 of the clutch gear 41 is provided with a plurality ofbores 51 in each of which is assembled a cup or housing 58 for enclosingand supporting the resilient members or springs 59, the cups or housings58 being provided with flanges 60 which engage suitable counterboresurfaces in the flange 52 of the clutch gear 47 for absorbing the endthrust'of the springs 58, one only of the springs 59 and housings 58being disclosed in Fig. 1.

Also it is to be understood that the housings 58and springs 59 will belocated radially around the axis of the drive shaft 5 and driven shaft28 at points between the pins or shaftsBl which are fixedly mounted in,the flange 62 of the clutch member 63, the pins or shafts 6| beingprovided in suitable quantities for mounting between the housings 58 asdesired, each of the pins 6| being secured in the flange 62 as byriveting as at 84.-

The clutch member 63 is provided with the hub portion 65 which is hollowin construction The clutch facings 69 and 10 are constructed ofmaterials having friction engaging characteristics such as fabric,metal, or similar material Cit which will permit frictional engagementbetween the rear surface 1| of the clutch member 55 and the frontsurface 12 of the flange 62 of the clutch member 63 to permit frictionaldriving engagement between the clutch members 55 and 63 and at the sametime to provide slippage therebetween as required in the operation of mytransmission.

It is to be noted that the thrust of the springs 59 will tend to causethe clutch member 63 to cause the clutch disc 61 to slidably move alongthe cylindrical surface 66 to cause a frictional driving engagementbetween the friction facings 69 and 10 and the surfaces 1| and 12respectively of the clutch members 55 and 63, the reaction of thesprings 58 tending to cause the rear end surface of the hub 49 of theclutch gear 41 to move toward the frontsurface of the gear I 3,

thus retaining and locating the clutch gear 41 longitudinally in onedirection, the clutch gear 41 however being adapted to be actuated in anopposite direction when the thrust of the meshing engagement of thespiral teeth of the clutch gear 41 and the gears 48 tends to increasethe contact pressure of the clutch member 63 with the facing 1|].

It is also to be noted that the thrust washers 13 and 14 may beinterposed between the end surfaces-of the countershaft gearsA and theinside surfaces of the bosses ,l8 and l9v to provide .wear surfaces forabsorbing end thrust reactions developed in the countershaft gears A.

It is now to be noted that the gear mechanism, as herein disclosed inFig. 1, as above described, and in the following figures of the drawingsof my invention, are similar in some ways to the instead of driving aflywheel member, I now utilize, as disclosed in Fig. l, a clutchmechanism which is operatively connected with the clutch gear 41, and itis to be noted that the gear 41 together with its engaging gears 48 forma gear train which preferably is constructed with spiral 'or similarteeth which will provide an end thrust reaction between. the engaginggears 41 and 48 so that the clutch gear 41, by its driving engagementwith the gears 48, will be actuated to move longitudinally toward theclutch member 55 which will develop an added thrust against the clutchmember 63 which in turn will cause an increased frictional driving en-'gagement between the surfaces 1| and." of the clutch members 55 and G3with the facings 59 and 10;

Also it is to be noted that the thrust or driving engagement between thefacings 69 and 10 and the clutch' members 55 and 63 will. be increasedwith an increased load of the teeth of the spiral gears 41 and 48 thusincreasing the amount of torque reactions which are fed back into thedrive shaft in accordance .with the amount of torque resistance imposedupon the drivenshaft 26.

It is now to be noted that my transmission is designed and constructedto automatically accomplishchanges of speed in accordance with an amountof torque resistance imposed thereon, as on the driven shaft 26 and itsoperatively connected parts, and in my invention the reactionary forcesthus imposed on the driven shaft 28 and its operatively connected partsare used to feed back to the drive shaft thereby resisting thecountershaft carrier 20 from running backwards or, in other words, fromturning in one direction.

My invention further provides that said back 'feeding'of the rectionaryforces imposed upon the driven shaft 28 to the drive shaft 5 willaccomplish inverse torque variations, said back feeding being increasedin accordance with the increase of the torque resistance or reactionaryforces.

It is well known that in the operation of a planetary transmissionmechanism involving a system planetary operation, the reaction developed by the driving engagement between a low speed gear such as 38and the gears such as 4| will tend to drive or operate the countershaftcarrier 20 in a backward direction, or mother words, in a directionopposite to that of a driving shaft such as 5 and to avoid and preventthe countershaft carrier 20 from operating in said backward or reversedirection, I provide the gears 41 and 48 with an overdrive ratiorelative to the speed of the drive shaft 5, and consequently of anelectrical power unit or similar mechanism which may be operativelyconnected with and for driving the drive shaft 5.

In other words, the reactionary forces imposed on the driven shaft 26will be transmitted to the countershaft carrier 20 through thecountershaft gears A and due to the engagement of the facings 69 and 10with the clutch members 55 and 53, thecountershaft gears A, togetherwith the countershaft carrier 20 will be resisted from turning in saidbackward'or reverse direction which will cause the countershaft gears A,together with the countershaft carrier 20, to tend to revolve in thesame or like direction as that of the drive shaft 5 with the result thatthe gears 48 will transmit said reaction torque of the countershaftcarrier 20 together with the countershaft gears A, through their drivingengagement with the gear 41, back through the clutch members 55 and 63and their operatively connected parts into the drive shaft 5 of thetransmission'assembly B.

It is also self evident that there will be some friction losses in theoperation of the clutch mechanism above disclosed, yet by selecting anoverdrive ratio between the gears 48 and 41 very close to the speed ofthe drive shaft 5', said friction loss is decreased to a minimum and canbe even reduced to less than the loss due to any friction and heatdeveloped by the driving engagement of the gears 48 and 41 as thefeeding back is an accomplished fact as soon as there is a 4 aoeaeeaspeed available in excess of the speed of the drive shaft 5. .s

Therefore in the mechanism above disclosed, it will be noted that forlow speed operation with the countershaft carrier 28 standing still, thespeed of the clutch gear 41 is that of the selected overdrive speedratio which, for the ratio disclosed between the gears 48 and 41, willbe assumed to be approximately 3% over the speed of the drive shaft 5.

Also, in high speed operation, when the whole transmission mechanismrevolves, the speed of the over drive gear mechanism will be that of thedrive shaft so that the variation of the speed of operation of theclutch gear 41 and its clutch mechanism, through the whole speed rangefrom high to low speed, will be between the speed of the drive shaft 5and the overdrive speed, or substantially only 3% or whatever theselected overdrive gear ratio is, and therefore the energy absorbed bythe clutch gear 41 and the clutch mechanism operatively connectedtherewith will range in the above case from zero amount, or

"nothing, for high speed operation to the maxi- I mum of substantially3% for low speed operation.

It will be noted that the transmission assembly B is provided with thedrive shaft having the drive gear l3 fixedly mounted thereon which willdrive the countershaft gears A, which in turn will drive the driven gear88 of the driven shaft 28, said drive shaft 5 and its gear l3constituting the sole means for driving the countershaft gears A and thedriven shaft 26 in low speed operation when'the countershaft carrier 28is standing still.

Also the transmission assembly B is provided with the clutch member 55which provides a drive through the clutch facings 68 and I8 and theclutch member 83 and then through the I flange 52 to the clutch gear 41,and until the torque reaction becomes large enough to start to move theclutch there is direct high speed drive, said driving means beingdistinct from the sole driving means utilized in the low speedoperation, the gears 4| of the countershaft gears A driving the drivengear 38 of the driven shaft 28 It will be thus noted that for changespeed operation of the transmission between high speed operation, withthe transmission gear mechanism revolving as a unit, and low speedoperation with the countershaft carrier 28 standing still, the drivefrom the drive shaft 5 to the driven shaft 28 is divided between the twodriving mechanism above disclosed.

Also it is to be noted that the clutch mechanism will be of suchcapacity so as to hold and absorb the reactionary forces created by thegear driving mechanism at full engine torque, or in other words, at themaximum torque developed by the power unit operatively connected withthe drive shaft 5.

As the torque required on the driven shaft 28 increases above and overthe torque developed in the drive shaft 5, the reactionary forces willvented from slipping more than is needed, in accordance with thereactions imposed on the transmission assembly.

Therefore it will be readily noted from the ilar mechanism, of which aclutch housing I5 is disclosed as being mounted on the crank case 18 ofan engine assembly, the engine assembly being operatively connected withthe drive shaft 11 in, a conventional manner by means of a conventionalclutch mechanism operatively mounted in the clutch housing I5, saidclutch mechanism being omitted as this may be of'conventionalconstruction as now used in many automotive vehicles.

It is to be noted that the clutch shaft 11 will be a driven member ofsaid conventional clutch mechanism and will be similar to the driveshaft 5 as disclosed in Fig. 1 and'will be provided with the gear HAwhich engages and meshes with the gears 18 of the countershaft gears Dof the transmission assembly C.

'I'he'countershaft gears D are provided with splined portions whichengage and fit with the splined portions I8 of the countershafts 88,each of which are provided with a countershaft gear 8| which may beconstructed integrally with the countershafts 88 or mounted separatelythereon and suitably secured therewith to insure that the countershaftgear 8| will turn with the countershafts 88 and also with thecountershaft gears D which are fixedly secured on the countershafts 88by the splined portions 18.

The countershaft carrier 82 in the transmission assembly C is providedwith the boss portions 83 having bores therethrough for receiving andforming an outer raceway for the rollers 84 which may be of solid orflexible construction, said rollers 84 being disclosed as being offlexible construction in Fig. 2, said rollers 84 having their innerbearing on journal portions of the countershaft 88.

The rollers 84 are retained longitudinally by the thrust washers 85which are interposed between the rear edges of the bosses 83 and theforward surfaces of the countershaft gears .8l, the rollers 84 beingfurther retained-longitudinally by the thrust washers 85 which areinter- The countershaft carrier 82 is further provided with the bosses81 having a bore therethrough for receiving the bushings 88 which arefixedly secured therein and form a bearing on the journal portions 88 ofthe countershafts 88.

The thrust washers 88 are interposed between the rear surfaces of thebosses 81 and the forward surfaces of the gears 8| of the countershaftgears D. e

Also the thrust washers 82 are mounted on the forward end of the journalportions 88 of the countershafts 88 adjacent the front end surfaces ofthe bosses 81. v

The thrust washer 82 is retained adjacent the bosses 81 at the ends ofthe journal portions 88 of the countershafts 88 by the nut 83 whichthread- -30 vided with a friction ably engages extension portions of thejournal portions 89. a

The countershaft carrier 92 is provided with a boss portion 94 in whichis mounted the bearing assembly 95 in a manner similar to that of thebearing assembly 350i Fig. 1, the bearing assembly 95 thus rotatablysupporting the rear portion of the countershaft carrier 82, the innerrace of the bearing assembly 95 being fixedly sup- 10 ported on thejournal portion 96 of the driven shaft 91. Y

Also the countershaft carrier 82 is provided with aboss portion 98 atits forward end for receiving and supporting the sleeve 99 which formsthe outer race for the rollers I99 which are rollably mounted on andengage the cylindrical surface I9I ofthe clutch gear I92, thecylindrical surface I9I forming the inner race for the rollers I99 andthus rotatably supporting the clutch gear .I 92 withinthe countershaftcar- It is to be noted that the clutchgear I92 is provided with spiralteeth which engage with similar spiral teeth on the gears 9| of thecountershaft gears D.

It is also to be noted that the clutch member 55 is mounted on thesplined portions 54 of the drive shaft 11 in a similar manner to thatdis- .closed in Fig. 1, the clutch member 55 being prothe facing 69. VThe facings 69 and 19 are suitably secured to the disc 61 which isslidably supported on the if ;cylindrical surface 66 of theclutch memberI93 in a similar manner to that disclosed relative to the clutch member83, Fig. 1, the clutch member I93 being provided with the frictionalsurface 12 for engagement with the facing 19.

. It is to be, noted that the'flange 52 of the clutch gear I92 will beprovided with a plurality of housings '58 for containing and supportingresilient members or springs 59 in a similar way to that disclosed inFig. l, the springs 59 tending to urge the clutch member I93 toward andin engagement with the facing 19, the clutch member I93 being providedwith the hub portion I94 which is provided with a bore for receiving thebushing I95 which is fixedly retained therein and forms a bearing forslidably engaging the 59 journal portion I96 of the drive shaft 11.

It is to be noted that the hubportion I94 of the clutch member I93 willbe provided with a plurality of teeth, dog, or jaw portions I91 each ofwhich are provided with an angularsurface I98, each of which is adaptedto be engaged by the similar tooth, dog or jaw I99 formed on the innerside of the portion of the clutch gear' I92 having the cylindricalsurface l9l therearound.

It is now to be noted that themesh engagement of'the spiral'gears 9| ofthe countershaft' gears D with the clutch gear 5 I92 will develop an endthrust on the clutch gear I92 which will increase the pressure ofengagement between the facings 59 and 19 and the clutch members 55 and I93 55 in a similar manner to that disclosed in the transmission assemblyB of Fig. l.

Also it is now to be noted that whereas by using the spiral gears I92and 9|, the side or end thrust created by said gears may be sum- 4 cientin many instances to increase the pressure of the clutch engagingmembers to prevent excessive slipping therebetween, in many instances itwill be found that by using the tooth, dog or jaw clutch abovedesecribed between'the clutch .75 member I93 and the clutch gear I92,andas surface 1] for engagingdiselosed in Figs. 2 and 6, a much betterand more efficient regulation for the engaging pressure of the clutchmechanism is obtained and at thesame time provides for additional endthrust pressure where desired over that developed by the drivingengagement between the gear 9| and the clutch gear I92, this beingespecially desirable where the facings 59 and 19 are located in 4 thechambers I or I I8 and when they thus would be operating in oil orsimilar lubricant contained in said chambers 1 or 8, it being understoodthat'the pins 6| will move radially in the slots 52A when the tooth, dogor jaw clutch is used;

It is now to be noted that the Hunt end por-' F tion of the driven shaft91 will be supported in the rear end portion ofthe drive shaft 11 in asimilar manner to that described relative to the driven shaft 26 and thedrive shaft 5 of v Fig. 1.

.The gear mechanism of the transmission assembly C is enclosed withinthe housing H9 which is provided with the flange III having a bore II2for engaging the pilot portion II3-of the clutch housing 15 to supportand ,align the housing II9 with the axes of the drive shaft 11 and thedriven shaft 91, the housing 9 being secured to' the clutch housing 15by a plurality of screws I" which extend through the rear wall portionof the clutch housing 15 and threadably engage the flange II I of thehousing I I9.

The housing 9 is also provided with a bore I I5 at its rear end forreceiving the pilot portion 1 H6 of the cover member II1 which thuscloses the rear end of the housing II9'to provide the chamber II 8 inwhich the gear mechanism of the transmission assembly 0 is contained andoperates.

The cover I I1 is provided with the boss portion H9 having a bore I 29therein ,for receiving the outer race of the bearing assembly I 2|, theouter race of the bearing assembly I 2| being suitably secured in thebore I29 of the boss Illwhile the 91 being further provided with thethreaded end portion I29, the splines I28 and the threaded end I29facilitating the mounting and securing of driving flanges of propellershaft and similar mechanisms as utilized in automotive vehicles fortransmitting driving torque between the transmission assembly C and theaxle and wheel driving mechanism of an automotive vehicle;

It is now to be noted that the countershaft carriers 29 and 82 will haveits intermediate wall portions, extending between its end portions, cutor broken away as disclosed at I3l in Fig. 5 to permit the countershaftgears A and D to extend therethrough for engagement with theirassociated gears which are assembled to be located axially of the driveand driven shafts, the countershaft gears A and D thus not only beingeach adapted to rotate about its individual axis but also to more aroundthe axis of the respective transmission assemblies.

The hub I32 is provided with splines for eneasing the spline portion I23of the driven shaft 31, thus adapting the hub I32 to be shiftedlongitudinally on the driven shaft 31 and at the same time to drive theshaft 31, the hub I32 being provided with the gear I33 which isconstructed to flxedly rotate with the hub member I32.

The hub member I32 is provided with the flange I34 to which is securedthe shift collar or member I 35 which in turnis provided with theannular gear I33, the shift collar I35 being provided with ing slidablymounted and adapted to move the as shown by the full lines in Fig. 2,the t'ransshift collar I35, together with the annular gear I35 and thehub I32, longitudinally on the spline portion I23 of the driven shaft 31to permit the gear I33 of the hub I32, or the annular gear I33 on theshift collar I35, to be selectively positioned for operatively engagingand meshing with the gears 3| of the countershaft gears D.

, The housing H is provided with the opening I through which extends theflange or finger member I40, the flange I40 being provided. with the hubI42 which is flxedly secured to the shaft I43 by the pin I44.

The opening I of the housing H0 is covered and closed by the housing I45which is secured to the housing IIO by the screws I45 and is providedwith oppositely disposed bosses I41 in which are suitably secured thebushings I43 which form bearings for slidably supporting the shaft I43.

The flexible shaft I43 may be suitably secured to the end'of the shaftI43, the flexible shaft I being adapted to slidably operatelongitudinally in the flexible tubing I50, the flexible tubing I53 beingsuitably supported by brackets II which may be suitably arranged andlocated to permit the flexible tubing I50 and the flexible shaft I43 tobe extended from the transmission assembly'C to a convenient pointadjacent the operator of an automotive vehicle, the flexible shaft I43being provided with suitable handle portions to permit the operator ofthe vehicle to slidably operate the flexible shaft I43 which will inturn slidably move the shaft I43, together with fthe flange I40 and thehub I42, so that the portion of the flange I40 engaging the groove I33of the' collar I35 will position the gear I33 and the annular gear I35as desired, relative to meshing engagement with the gears 3i flxedlymounted on the countershafts 30.

It is now to be noted that, when the annular gear I33 and the'gear I33are in the position mission mechanism will be in neutral and in saidneutral position the countershaft gears 3I are disconnected from drivingengagement with the gear I33 or the annular gear I35.

when the collar I35 is shifted to the left, as viewed in Fig. 2, theannular gear I35 will slide over and mesh with the outside portions ofthe countershaft gears 3|, thus establishing a driving connectionbetween the countershaft gears 3i and the annular gear I33 together withthe driven shaft 31.

.Also when the collar I35, together with the gear I33, is shifted to theright as viewed in Fig. 2, the gear I33 will mesh with the insideportions of the countershaft gears 3i, as indicated by the dotted linesI52, so that there will be a driving connection between the countershaftgears 3i and the driven shaft 31 through the gear I33, and in whichposition the annulargear I35 will be shifted out of engagement with thecountershaft gears 3|.

The gear I33 will be provided with the undercut portion I53 which willallow it to slidably move to the left adjacent the boss portion 34 ofthe countershaft carrier 32, and at the same time 'to maintain operatingclearance therebetween.

,It is also to be noted that the housing I45 is provided with the bossportion I54 which extends into the chamber II3 of the housing H0 and isprovided with the bore I55 in which is slidably mounted the shaft I55which is secured to the flange I40 as by riveting, as shown at I51, theshaft I53 thus being adapted to be moved by the flexible shaft I43 whenthe flange I 40 is shifted to change the position of the collar I35 andits operatively connected gears.

Also the countershaft carrier 32 is provided with the flange I53 whichis provided with a plurality of holes I53 or similar lock engagingsurfaces located therearound, the holes I53 being adapted to be engagedby the shaft I55 when it is shifted to the left, as disclosed in Fig. 2.

It is, to be noted that when the annular gear I35 has been shifted tothe left to engage the countershaft gears 3 I, a reverse operation ordriving movement of the driven shaft 31 will be accomplished, and at thesame time the shaft I53 will be moved to the left, as' viewed in Fig. 2,to enter and engage one of the openings I53 in the flange I53 of thecountershaft carrier 32, thus locking the countershaft carrier 32against roshaft carrier 32,- together with its operatively supportedgear mechanism from operating with free wheeling" characteristics whenthe transmission is operated in its reverse driving direction to drivethe automotive vehicle or similar unit in a reverse direction. V

Therefore it will be seen that my invention will be provided with asuitable locking mechanism which will automatically lock. mytransmission mechanism against free wheeling operation in reverseoperation of the transmission to conform to the legislation of manystates or countries which require such locking mechanisms to be appliedto transmissions. I

Also it is to be noted that the use of the clutch mechanism comprisingthe clutch members 55 and I03, the disc 31 and its facings 53 and 10,together with the clutch gear I02 and the countershaft carrier 32 andthe parts operatively supported thereby and connected therewith willprovide a mass that will function similarly to a conventional flywheelof an engine of an automotive vehicle, thus permitting said conventionalflywheel of said engine to be greatly decreased in weight, to accomplishan initial saving in the manufacture of an important part of an engineassembly-in a vehicle equipped with my invention, and at the same timeproviding means whereby an engine assembly-will be able to operate withextreme smoothness without danger from high speed operation of excessiveflywheelmasses.

In operation,'the transmission as'sembly'C as disclosed in Fig. 2, willflrst be described.

With the drive shaft 11 operatively .connected with a prime mover orpower unit such as an internal combustion engine, the drive shaft 11will .tative movement, thus preventing the counter-' operatively rotatein thedirection indicated by the arrow I60 in Fig. 5, and will, throughthe gear- "A, drive and rotate the countershaft gears D about their axeswhile supported in the countershaft carrier I30.

Then with the gear I33 located in meshed engagement, as indicated by thedotted lines I52,

with the countershaft gears 8I, the driven shaft 91 will be alsorotatably driven in the direction indicated by the arrow I60 in Fig. 5.

end or side thrust tending to move the clutch member I03 to a closer orhigher pressure engagement with thefacing 10, the facing 69 also beingforced to a closer or higher pressure engagement with the clutch member55, said engagement pressure of the facings 69 and I0 with the clutchmembers 55 and I03 being augmented by the springs 59. I

The torque reactions imposed on the counter shaft carrier 82 by theoperatively mounted gears thereon thus are fed back into the driveshaft11 through the clutch mechanism and the revolvably mounted countershaftcarrier is thus counteracted against rotating or running backwards or inan opposite direction to the arrow I60, Fig. 5,

as it would normally be inclined to do without proximately 3% over thespeed of the drive shaft 11.

I As the torque load imposed on the driven shaft 01 is increased with aconsequent decrease in its revolving speed, the speed of the drive shaft'I'I will not vary and the countershaft carrier 62 with its operativelysupported gear mechanism will move in the direction of rotation of thedrive shaft 'I'I or of the arrow I60, Fig. 5, until the countershaftcarrier 82 together with its operatively supported gear mechanismincreases its speed to attain that of the drive shaft 11 with decreasingtorque of the driven shaft and when this is attained or high speed isreached, the entire gear mechanism of the transmission mechanismrevolves as a unit with the result that the speed of the over drive gearmechanism is equal to engine speed or the speed of the drive shaft 11,with the further result that the energy which is absorbed by the clutchmechanism-ranges from substan-.

tially nothing for high speed operation to substan-.

tially a maximum of 3% for low speed operation with an assumed overspeed over engine speed of 3%.

Also the jaw or teeth members I01 and I09 of the clutch member I03 andclutch gear I02 respectively will, due to they engagement of the angularsurfaces I00, tend to increase the pressure engagement of the frictionfacings 69 and I0 between the clutch members 55' and I03 to preventexcessive slipping and to provide for regulation for the pressureengagement of the clutch mechanism thus resulting in feeding the torquereactions into the drive shaft 11 through the clutch mechanism withincreased amounts in accordance with greater torques imposed on thedriven shaft 91.

It is therefore to be understood that the revolving movement or motionof the countershaft carrier 82 together with its associated parts andgears tends to be in a forward driving connection, as indicated by thearrow I60 in Fig. 5, and also the countershaft. carrier 82 will standstill during low speed operation only, during which low speed operationthe countershaft gears D will move in the forward or driving directionas indicated by the arrow I60A in Fig. 5.

Also with the countershaft carrier 82 locked or restrained by the clutchmechanism from backward movement, the tendency of the transmissionmechanism to move in the forward or driving direction will be quick andsensitively responsive to a change in the torque of the driven shaft 91and this will result in the necessary changes of speed in thetransmission assembly,

in the vehicle or similar installation, being automatically andcontinuously obtained without the usual and conventional shift changestherebetween, and with smooth changes of driving speed which will resulttherefrom in accordance with the driving torque load reactions imposedby the driving portions of the automotive vehicle with driving ratios ofthe transmission assembly, when the countershaft carrier 82 isrevolving, will be the result ofthe relative difference or differentialmovement between the rotating countershaft carrier 82 and the gearmechanismoperatively driving same.

With the shifting of the annular gear I36 to a position of engagementwith the countershaft gears 8| of the countershaft gears D, the collarI35, together with the hub I32 will be caused to operate or revolve inanopposite direction from that of the arrow I60 in Fig. 5,-with theresult that the driven shaft 91 will operate in an opposite or reverseddirection from that of the drive shaft 11, thus providing for reverseoperation of the transmission mechanism.

Also with the collar I35 shifted to its position for reverse operationof the transmission mechanism,"or in other words, with the annular gearI36 meshed with the countershaft gears BI, the shaft I56 will engage oneof the holes I59 of the flange I50 of the countershaft carrier 82, thuslocking the transmission against ffree wheeling operation during thereverse driving operation of the transmission.

The transmission assembly A, as disclosed in Fig. 1, operates in asimilar manner, but for industrial applications for use in drivingmachine units in the industrial field by means of electrical power orsimilar unit, reverse and switch means are eliminated.

The general operation of the transmission assembly-A, however, issimilar in principle to that of the transmission assembly C.

It is to be understood that whereas I have disclosed my transmissionassembly as being especiallyadapted for automotive vehicles and fortorque developing power units for driving mechanical units in industrialinstallations, I do not limit my invention to such units orinstallations or uses as it is readily adaptable to many variousmechanisms in which a transmission mechanism is required, and in whichdriving torque is transmitted.

I claim:

1. In a transmission, the combination of a which the driven 'shaftil'!is connected, and the drive shaft rotatably mounted, a driven shaftrotatably mounted, a gear fixedly mounted on said drive shaft andadapted to rotate therewith, a second gear fixedly mounted on saiddriven shaft and adapted to rotate therewith, a clutch gear rotatablymounted onsaid drive shaft and provided with a flange, a clutch memberslidably supported by said flange of said clutch gear, saidclutch'member being provided with a friction contact surface, -a discslidably androtatabiy supported on said clutch member and provided withoppositely disposed friction facings, one of said friction facings'being adapted to engage said friction contact surface of said clutchmember, a second clutch member fixedly supported on said drive shaft andadapted to rotate therewith, said second clutch member being providedwith a friction contact surface adapted to engage one of said frictionfacings 'of said disc, resilient members supported by said fiange ofsaid first mentioned clutch member and adapted to cause in- .creasedpressure between said facings of said disc and said friction contactsurfaces of said first mentioned and said second clutch member, a

carriermember rotatably supported on said drive said driven shafts, eachof said .countershaft gears being provided with a gear meshing with saidgear fixedly mounted on said drive shaft, eachof said countershaftsgearsbeing provided with a gear meshing with said second gear fixedly mountedon said driven shaft, each of said countershaft gears being furtherprovided with a gear meshing with said' clutch gear rotatably mounted onsaid driveshaft.

2. In a transmission, the combination of a drive shaft rotatably mountedand provided with a drive gear, a driven shaft rotatably mounted, aclutch gear rotatably mounted on said drive shaft and provided with aflange, a clutch member slidably supported, a friction disc assemblyslidably and rotatably mounted on said clutch member and adapted tofrictionally engage said clutch member, a second clutch member fixedlysupported on said drive shaft and adapted 'to frictionally engage saidfriction disc assembly, resilient members mounted to.cause increasedpressure between said friction disc assembly and said first mentionedand said second clutch members, a carrier member rotatably supported onsaid drive and said driven shafts, a plurality of countershaftsrotatably supported in said carrier member, saidcountershafts beingfurther adapted to rotate with said carrier memberga gear fixedlymounted on each of said colmtershafts and adapted to mesh with saidclutch gear, a second gear fixedly mounted on each of said countershaftsand adapted to mesh with said drive gear of said drive shaft, a, hubmember slidably mounted on said driven shaft and provided with a spurgear together with an annular gear, a third gear fixedly mounted oneach, of said countershafts and adapted to mesh either with said spurgearlor said annular gear of said hub member and means for shifting saidhub member to cause said spur gear or said annular gear of said hubmemher to be meshed with said third gears of said oountershafts- 3. In atransmission, the combination of a drive shaft, a driven shaft, a clutchmechanism having a member secured to said drive shaft, said clutchmechanism being further provided with a second member provided with aspiral gear, and means operatively connecting said drive and said drivenshafts to feed back reactionary forces developed in said means to saiddrive shaft to change the speed ratio of and to obtain inverse torquevariation between said drive and said driven shafts, said meanscomprising three .gears, one of said gears being operativelyc'onnectedwith said drive shaft, one of said gears being operatively'connected with said driven shaft, one of said gears being a spiral gearmeshing with said spiral gear of said second member of said clutchmechanism.

4. In a transmission, the combination of a drive shaft, a driven shaft,means operatively connecting said drive and said driven shafts to feedback reactionary forces developed in said means to said drive shaft tochange the speed ratio of and to obtain inverse torque variation betweensaid drive and saiddriven shafts, said means comprising gear membersoperatively connected between said drive and said driven shafts togetherwith a clutch mechanism operatively connected between said drive shaftand said gear members, and a second clutch means for increasing thepressure engagement of said clutch mechanism with increasingtorque'reactions.

, drive shaft, said clutch mechanism beingpro- 'vided with a frictiondisc rigidly secured to said drive shaft, and means for increasing theengagement pressure of said clutch mechanism in accordance with anincrease of said torque reaci tion forces.

tatably mounted, gear members each comprising three gears rotatably'supported by said carrier member and operatively connecting said driveand said driven shafts, and a clutch mechanism operatively connectedwith said drive shaft and said gear members to feed torque reactionforces developed in said gear members and said carrier member back intosaid drive shaft, one of said three gears comprised by each of said gearmembers being provided with teeth adapted to develop thrust reactionsaxially relative to said gear members.

'7. In a transmission, the combination of a drive shaft, a driven shaft,a carrier member rotatably mounted, three gear members rotatablysupported by said carrier member and operatively connecting said driveand said driven shafts, and a clutch mechanism operatively connectedwith said drive shaft and said three gear members to feed torquereaction forces developed in said gear members and said carrier memberback into saiddrive shaft, said means comprising a jaw clutch mechanismoperatively connected between said first mentioned .clutch mechanism andsaid three gear members.

8. In a transmission adapted for automatic operation, the combination ofa drive shaft, a

driven shaft, a counter shaft carrier member 7 rotatably mounted,countershafts operatively mounted in said countershaft carrier andprovided with gear means comprising three gears operatively connectingsaid drive and said driven shafts, a clutch mechanism operativelyconnecting said drive shaftand said gear means of said countershafts,said clutch mechanism comprising-a sole gear having teeth adapted todevelop thrust reactions axially of said sole gear to permit backfeeding of variable reaction forces developed by said gear means of saidcountershafts through said clutch mechanism to said drive shaft.

9. In a transmission, the combination of a drive shaft, rotatablymounted, a clutch disc mounted on said drive shaft, a driven shaftrotatably mounted, a carrier member rotatably mounted, gear membersrotatably supported by said carrier member and adapted to revolve withsaid carrier member around the axis of said drive shaft, said gearmembers operatively connecting said drive and said' driven shaft, asec-.

shaft, a second clutch disc movably mounted,

friction means between said first mentioned and said second clutchdiscs, means connecting said clutch gear and said second clutch disc toincrease pressure between said friction means and said first mentionedand said second clutch discs, and carrier means rotatably supported onsaid drive and said driven shafts and provided with gear means'operatively connecting said 4.5 drive gear and said driven shaft, saidgear means further engaging and driving said clutch gear.

11.'In a transmission, the combination of a driving shaft, a drivenshaft, a clutch gear rotatably mounted, a planetary gear means rotatablymounted and forming a driving means between said driving and said drivenshafts, said planetary gear means further driving said clutch gear,clutch means comprising friction flanges respectivelyv connected withsaid driving shaft and said clutch gear, and means for feeding back 7reactionary forces developed in the transmission to increase theengagement pressure of said clutch means, said reactionary forces beingfed back in and to increase the torque of said driving shaft.

12. In a transmission, the combination of a drive shaft, a driven shaft,a carrier member rotatably mounted,- three' gear members rotatablysupported by said carrier member and operatively connecting said driveand said driven shafts, a clutch mechanism operatively connected withsaid drive shaft and provided with gear means connecting with one ofsaid three gear members to feed torque reaction forces developed in saidthree gear members and said carrier member back into said drive shaft,and means for automatically increasing engagement pressure of saidclutch mechanism when the transmission is operated.

13. In a transmission, the combination of a drive shaft provided withgear means, a driven shaft provided with gear means, a carrier mem-' berrotatably mounted, three gear members rotatably supported by saidcarrier member, said three gear members comprising gear membersconnecting with said gear means of said drive and said driven shafts,and a clutch mechanism provided with a gear member connected with one ofsaid three gear members, said clutch mechanism. being connected withsaid drive shaft, said clutch mechanism being provided with meansadapted to feed torque reactions developed in said carrier member andsaid three gear members back into said drive shaft.

THEODORE M. MUHaLER.

